Car.



H.' S. PUTNAM.

CAR.

APPLICATION `FILED FEB. 25,1908. 947,529..

Patented Jan. 25, 1910.

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H. S. PUTNAM.

CAR.

APPLICATION FILED TEB.25,1008.

947,52@ Patented @11.25, 1910.

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ATTORNEYS Patented Jau 25, 1910.

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INVEN TOH H. S. PUTNAM.

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uPLIcATIoN FILED rm. 25. woe.

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GAR.

Specification of Letters Patent.

Patented Jan. 25, 1910.

Application filed February 25, 1908. Serial No. 417,779.

To all 'whom it may concern:

Be it known that I, HENRY S. PUTNAM, a citizen of the United States, and a residentof the city of New York, borough of Manhattan, in the county of New York and State of New York, have invented a certain new and useful Improvement in Gars, of which device, is located at the desired point on the the following is a specification.

The present. inventionrelates to certain novel and useful improvements in railway cars, and especially in cars designed for heavy passenger traffic.

In city and suburban railroads, and especially where the tratlic is heavy, for

instance where the traffic reaches the propor-y tions as exist on the elevated and subway lines in New York city, and in those cases there is more or less of an interchange of passengers at the station platforms, there are several contributory causes which result, in discomfort to the passengers, delay in the running schedule of the trainsI and which limit the carrying capacity of the road.

One of the objects of. my invention is to remedy those features which cause discomfort and inconvenience to the passengers and at the same time to increase the maximum passenger capacity of the road, as hereinafter described.

My invention consists in the construction, combination and arrangementof parts set forth in and falling within the scope of the appended claims.

In the accompanying drawings, Figure l i is a View yin side elevation of a car embodying my improvement; Fig. 2 is a horizontal longitudinal sectional view taken through a car of the type shown in Fig. l; Fig. 3 is a similar view in which the seating arrangement is slightly modified; Fig. 4 is a plan view of an arrangement for railing oli' a section of the station platform to keep the side exit doors free for the discharge of passengers; Fig. 5 an elevation ot the turnstiles of Fig. 4;,Fig. 6 a plan of another arrangement designed to accomplish the same Fig. 4; and Fig. T a detail of Fig. G.

Referring now to the accompanying drawings, A designates as an entirety a car body haring doors B on each side at the ends thereof, and a plurality of intermediate doors C suitably located on the side. ot' the car intermediate the end doors. pose of so arranging and locating the doors relative to the car body is to create in such The purl a car, designed for condensed and changin traffic, a dead space, or eddy, in the car an(- indicated at D, through which it lwill not be necessary for a short-ride passenger to pass, and yet from which an exit may be made with comfort and despatch, especially when a turn-stile, and railing, or other suitable station platform to direct the tiow of 'passengers in the desired direction. To accomplish the rapid transfer of the passengers from the station to the car, and vice versa, with despatch and convenience, the locating of, say, two intermediate doors at suitable distances from the center of the car, and through which all the passengers nmst make their exit, I have found to be preferable. Passengers will find that by entering at the end doors and going into the space D between the two intermediate doors, they will be exempt to a` considerable extent from crowding and pushing and yet can leave the car as readily as from any other portion. This is especially the ease with passengers traveling a considerable distance who'will he ordinarily forced by the passenger stream entering at the end doors into this space D. This tends` to relieve the space E between the end and intermediate doors, facilitating a movement in comfort of short-ride passengers who ordinarily would occupy this space E.

The numerous advantages incident to my improved car will be readily understood. when such car is considered in connection with the cars ordinarily in use in cities of large population and of dense passenger t'ratiie.

In the cars as heretofore equipped and with which I am acquainted. it is customary for passengers to enter and depart from one of the end doors. or, where center doors are used. from the end and center doors. 'here the passengers are allowed to enter and depart from the same door. when traliie is heavy. eont'usion and congestion generalh` result. due to two causes: First. passengers expecting to leave the car at a near station. do not enter well into the waist of a ear on account ot' the ditliculty in getting out again when the station is reached.` They usually stand near tht` door or in the passageway and obstruct' the passage of other persons. l ohviate this` objection by my arrange|meut of car which creates an incentive for the passenger to enter well into the car ani insures that he will not be distant from a door when a station is reached. Sccond, in the type of carheretofore employed passengers desiring to leave the car usually encounter a considerable number of passengers desiring to enter the car by the same door. This creates great confusion. I obviate this confusion by so directing the traiic into the various doors of my car by means of turnstiles, or otherwise, that the passengers desiring to leave the car will find the intermediate doors the direction of least resistance and open for their free exit, with no incoming crowd to be forced aside, as would be the case if they attempted to leave at the end door.

As above stated, I direct the flow of passengers in the desired directions by railingv off a section of the station platform. This may be accomplished by the means shown in Figs. 4 to 7. In Fig. l a suitable railing G, preferably of iron pipe, is supported instandards H set in the station platform I. The outer ends of the rails 'Gr eX- tend substantially to the edge of the platform and between their inner ends I place a series of turn-stiles J of any approved form which are adapted to turn in one direction only, as indicated by the arrow. The rails G are so disposed on the platform that when the train is brought to a stop, they will lie between the entrance and exit doors of a given car as clearly shown, thus providing a space on the platform into which the exit passengers only may pass, and effectually excluding the ingoing passengers and compelling the latter to seek entrance through the do'ors B. Projecting rail sections h forming part of the turn-stile equipment prevent Aent-rance to the railed-off space. When 'a car comes to a stop the entrance and exit, doors are opened and the outgoing passengers discharged through doors C into the railed-ofi' space, and the ingoing passen? gers enter through the doors B, thus obviating any crowding or confusion.

The same result of compelling the two sets of passengers to pass in the desired directions, and of preventing any intermingling or confusion on the part of the passengers, may be accomplished by the arrangementshown in Fig. 6. In this form the rails Kpinclose a space accessible only to outgoing passengers, but, instead of turnstiles for completing the inclosure, I provide a bar L which is supported in the ends of the rails K as shown in Fig. 7, and which may be moved longitudinally in the rail section /c to provide an opening through which the outgoing passengers may pass. The exit between the rails K will be under the control of'aguard who will attend to the shifting of the bar IJ as may be necessary. These railed-ofl sections are distributed at proper points along the station platform so that when the train is brought to a stop each car equipped with side exit doors will be' or railed-off sections of the platform will,

therefore, cover such area as may be expedient and determined by actual conditions, sulicient space being provided to prevent crowding or discomfort of the exit passen-- gers. A further advantage of this control of the passenger trafic is that the train guards may close the side exit doors as soon as the last out-going passenger has left the car, and, as such passengers are usually less in number at crowded platforms than the ingoing passengers, the guards attention may be given to the entrance doors B as soon as all the passengers are aboard the train.

In the ordinary cars provided with doors at the ends only the average passenger must traverse at least one-fourth the length of the car to get od, and a similar condition exists with the use of the side center door. By the use of my invention the passenger need traverse but approximately one-eighth the length of the car to get off with the result that the length of time the car must necessarily stop at the station is materially reduced, and the discomfort of the passengers' crowding through the passageway is avoided. With my invention the interference with the flow of traffic at both the entrance and eXit is avoided, and the comfort of the passengers materially increased by providing suitable spaces within the car to be occupied as is most convenient for the particular passenger, that is to say, a pas senger traveling a relatively long distance will naturally occupy the convenient dead space D, while the short-distance passenger will occupy the spaces E, from which they may leave the car with comfort and despatch.

Having thus described my invention, what I claim is:

l. A car having an entrance door at each end of a side thereof, and two exit doors in said side spaced apart, and means located on astation platform adjacent to the car for preventing the entrance of passengers through the side exit doors.

2. The combination with a car provided with an entrance door at each end of a side thereof and two exit doors in said side spaced apart and intermediate said end doors, of means located on a station platform adapted to permit of passagefrom the platform to the car through said end doors only and of passage from the car to the platform throu h said side doors only.

3. car having entrance and exit doors,

and means located on the station platform to direct the flow of passengers to compel ingress through the former and egress through the latter door.

4. A car having entrance doors and side exit doors, and rails so disposed on the station platform as to inclose a space separating-the entrance and exit doors when a car is brought to a stop, to thereby leave the car exits free for the discharge of pasl sengers. i

5. A car having entrance doors and side exit doors, and rails so disposed on the station platform as to inclose a space separating the entrance and exit doors when a car is brought to a stop, said section comprising turn-Stiles which permit an exit only from the inclosed space to thereby leave the cur exits free for the discharge of passengers. In testimony whereof I have hereunto signed my name in the presence of two subscribing witnesses.

HENRY S. PUTNAM. lfVitnesses:

Orio MUNK, RICHARD B. CAVANAGH. 

